Driving and braking apparatus.



No. 831 550. PATENIED SEPT. 25, 1906. I L. T. GIBBS.

DRIVING AND BRAKING APPARATUS.

APPLICATION FILED APB..15.1904.

2 SHEETS-SHEET 1.

- PATENTPD SEPT. 25, 1906.

L. T. GIBBS. A

DRIVING AND BRAK NG- APPARATUS.

APPLICATION FILED APR. 16, 1904. 2 SHEETS-SHEET 2.

- flaws.

' Inventor.-

UNITED STATES PATENT onrron.

I LUCIUS T. GIBBS, OF NEW YORK, N. Y.

DRIVING A ND BRAKING APPARATUS Specification of Letters Patent.

Patented Sept. 25, 1906.

Application filed April 15, 1904. Serial No. 203.310.

To all whom it may concern:

Be it known that I, LUoIUs T. GIBBS, residing in the borough of Manhattan, city, county, and State of New York, have invented certain new and useful Improvements in Driving and Braking Apparatus, of which the following is a specification, reference being had to the accompanying drawings, formin a part hereof.

Fluid-pressure for operating the brakes of a train is usually supplied from the general source of power used to drive the train or from a .pum operated by the general source of power. either case the development of the fluidressure for the brake system is not necessar' y dependent upon the en ine or the driving mechanism of the train an as a general rule requires considerable additional mechanism to be rovided therefor.

One object of t e present invention is to simplify "the means for the development of pressure for the brake system whereby a su ply of fluid, at the standard pressure may e constantly maintained for operating the brakes without a large multiplication of parts.

Another object of the invention is to provide a simple and compact system of driving and braking particularly adapted for use upon cars driven by engines which are located thereupon.

The invention will be more fullyset forth hereinafter and with reference to the accompanying drawings, which are in the nature of diagrams of the improved apparatus.-

- In the accompanying drawin 's, where for purposes of illustration and exp anation one embodiment of the invention is shown, Figure 1 is a view in side elevation of a car having'the improvements thereon; and Fig. 2 is in the'nature of a diagram showing partly in elevation and partly msection some of the,

parts detached from the car.

The engine a is shown in 'a conventional wa no particularform of engine being essentia to the invention, and various parts of the engine, such as the'inlet-port and the ex haust-port, are for simplicity omitted from "(80) pounds and in very case, as w the drawings. As the a paratus is employed upon a car of a train, tl ie engine a; is preferably of the explosive t e and is geared or otherwise connected to the driving-wheels to propel the car. As shown in the drawings, the upper part of the engine-cylinder b is where the explosion occurs, and this portion of the cylinder communicates, as by means of a pipe 0, with a storage-tank d, which in turn communicates with a cylinder 6 of the brake system. In the pipe 0 is a checkvalve f,-

opening toward the tank (2, and means, such as a spring g, is provided to assist in holding the valve upon its seat. There is also preferably a valve it between the tank and cylinder 6 to-control the passage of fluid from the tank to the brake system.

It willbe obvious that as the explosion occurs the valve f will be raised to a low a certain portion of the gases of combustion to pass into the tank (1 until the combined force of the back pressure in the tank and the tension of the spring acting upon the valve is equal to the intensity of the ex losion or pressure in the engine-cylinder. T e tension of the spring accordingly will depend upon the constant pressure esired in 'tank d and upon the pressure in the engine-cylinder. If, for instance, a constant pressure of one hundred and twenty (120) ounds be desired in tank (1 and pressure in t e engine-cylinder is two hundred (200) pounds, then the tension of the spring y will have to,be about eiilghlty e clear, less than the p essure' in the enginecylinder. In this way the tank (1 acts as a storage-tank in which, as will be obvious, a

,constant pressure will be maintained and maybe used not only to apply the brakes, but as welLto start up the engine. If desired, the intensity of the pressure 1n tank (2 may be changed from time to time by varying the tension of sprin g It will be un erstood that so far asthe mvention is concerned the character of the fluid-brake s stem is immaterial. In the' illustration w at is known as the straight air system is shown; but the invention 1s not limited thereto, but may be used with the gases from passing frdm the tank to the automatic brakes or any other form of fluidcylinder, a fluid-pressure brake and a fpifie brakes, as may be desired. 7 leading from the tank to the cylinder 0 t e v I claim as my invention brake.- 5 Ina driving and braking apparatus, the This specification signed and witnessed 15 combination with an ex losive-engine, of a. I this 14th day of April, A. D. 1904.

, stora e-tank, a pipe lea' in from the cylin LUCIUS T. GIBBS.

der 0 the engine to the ta having a valve In presence of therein to permit gases of combustion to pass ANTHONY N. JEsBERA,

.10' from the cylinder to the tank and to prevent LUcIUs E. VARNEY. 

